Portable turnout.



E. c. MORGAN. PORTABLE TURNOUT.

APPUCATION FILED SEPT- 25. 1914.

Patented Dec. 14, 1915.

4 SHEETSSHEET l- E. C. MORGAN.

PORTABLE TURNOUT.

APPLICATION FILED SEPT.25. 1914.

4 SHEETS-SHEET 2.

Patented Dec. 14, 1915.

I MENU WI E. C. MORGAN.

PORTABLE TURNOUT.

APPLICATION FILED SEPT. 25. 1914.

4 SHEETS-SHEET 3.

Patented Dec. 14, 1915.

E. C. MORGAN.

PORTABLE TURNOUT.

APPLICATION FILED SEPT. 25. 1914.

Patented Dec. 14, 1915.

4 SHEETS-SHEET 4.

l l I I l l I l l l I l I I I l I F I EDMUND C. MORGAN, OF CHICAGO, ILLINOIS.

PORTABLE TURNOU'I.

Specification of Letters Patent.

Patented Dec. 1 .1, 1915.

Application filed September 25, 1914. Serial No. 863,445.

To all "whom it may concern:

Be it known that I, EDMUND O. MORGAN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Portable Turnouts, of which the following is a specification.

My invention relates to improvements in turnouts for railroads.

One of the objects of my invention is to provide an improved turnout which will be portable or movable along the main track to any desired position, which will be simple, durable and reliable in construction and which will be effective and eflicient in operation.

Other objects of my invention will appear hereinafter.

My invention is exemplified in the construction, combination and arrangement of parts hereinafter described, shown in the accompanying drawings, and set forth in the appended claims.

In the drawings; Figure 1 illustrates in top plan an improvedturnout, embodying my invention and showing it in relation to the main or permanent track. Fig. 2 is a view in side elevation of the structure shown in Fig. 1. Fig. 3 is an enlarged top plan view of the approach terminal or end section of the structure shown in Fig. 1. Fig. 4 is an enlarged view of the structure shown in Fig. 3, looking along the main track toward the end thereof, and showing a loaded and an empty car positioned on said track. A 5 an enlarged top plan view of the other terminal or end section of said structure. Fig. 6 is an enlarged plan view of one of the intermediate sections. Fig. 7 is a longitudinal section on the line 7- 1 of Fig. 6, showing the means for adjusting the wheels which support the carriage. Fig. 8 is an enlarged detail view of the bridging device for spanning or bridging the gap between the adjacent ends of the turnout rail sections. Fig. 9 is a view substantially on the line 99 of Fig. 8 the rail being shown in section. Fig. 10 is a detail of one of the hinges which permit the folding up of the carriage. Fig. 11 is a detail section on the line 1111 of Fig. 10; and Fig. 12 is a de tail view partly in section showing the means for raising and lowering the ap: proach terminal with respect to the rails.

In the drawing I have illustrated a structure which embodies my invention, but it will be obvious to one skilled in the art after having obtained an understanding of my invention from the disclosures herein made that my invention is capable of modification without departing from the scope and spirit of the invention. The structure which I have illustrated and in which my invention is embodied, is intended for use on single track railroads, particularly those which run into the entries of mines and upon whichthe loaded and empty cars are run out of and into the mine. Mine entries and passages, as a rule, are not more than sufiicient in width to permit the laying of a single track, and when an empty car is run into the mine to be filled, it is necessary to pull the car after it is loaded from the mine before another empty can be run into place. In accordance with my invention, I provide a turnout structure which is portable, that is to say which may be placed at any position along the line of a single track without the necessity of disarranging said single track in any manner. By reason of its portability, the turnout may be positioned on the track at a point close to the position in which the cars are filled. The empty cars may be run into the mine along the single track and onto one of the tracks of the turnout and then they may one at a time be moved into position to be filled and withdrawn onto the other track of the turnout until a train of several cars has been made up. This train may then be drawn from the turnout onto the main track and hauled outof the mine. While I have explained one of the purposes of my invention, it is, of course, understood that my improved turnout 1s not necessarily confined to use in mines, but it may be used in any place where the condi- .tions require a turnout.

In the drawings, A indicates the two rails of the main or permanent track, which is representative of any track where it is desired to install a turnout. The turnout, 111 general, comprises a carriage upon which several tracks are mounted. This carriage is supported by wheels 1 which travel along the rails of the main track A to position the turnout wherever desired. The carriage comprises a plurality of independent sections, each section being in the form of a frame 2 supported by the wheels 1. Each frame section, 1n general, comprises two transverse members 3 and two longitudinal members 4 arranged to form a rectanglef These frames have journals in which the axles 5 are mounted. A structure of this character will necessarily be of considerable length and I make provision for the turning of curves in the main track when said turnout is propelled along said main track. lVhile it is possible to arrange the wheels of the terminal or end sections close enough together so that they will readily turn curves in the main track, the intermediate sections are likely to have the wheels normally at some distance apart. For these intermediate sections. therefore, I arrange means by which the wheels may be drawn or adjusted into closer relation when the structure is to be propelled around curves on the main track. This mechanism for adjusting the wheels may, of course, be used, if desired, for the end sections as well. eferring particularly to Fig. 7, it will be seen that the frame sections are preferably made of angle irons suitably fastened together. I therefore provide shiftable journal blocks 6 for the axles 5 of the intermediate frame sections. These journal blocks are arranged to,fit the flanges of the longitudinal members t of the frame so as to slide thereon, and each pair of journal blocks on corresponding sides have depending lugs 7 through which a suitable worm or threaded shaft 8 passes. These shafts may be fastened against longitudinal movement in a suitable cross member 9 underneath the frame, and they are formed at their outer ends so that a link 10 may be attached thereto for rotating the shafts. By this means, the wheels may be adjusted toward and from each other as desired. It is obvious that there may be as many sections to this structure as the particular positions call for, and in the drawings I have simply shown two end or terminal sections and one intermediate section. These sections may be detachably connected in train relation in any suitable manner, as for instance, by means of the short central draw-bars 11 outstanding from the transverse frame members 3. These drawbars are provided with holes into which coupling pins may be inserted. The connections between the several sections are preferably arranged so as to allow suflicient space between the sections to permit a reasonable amount of flexibility in the train of sections as a whole, so that on ordinary and comparatively large curves, the entire structure may be drawn along as a train. The particular size and spacing of the sections, of course, is to be determined by operating conditions. The terminal sections may, of course, be the same, so that the cars may enter the turnout at one end and leave at the other, the cars passing each other on the turnout. In the structure shown, however, one end or terminal section is extended some distance so that one or more cars may be maintained thereon above the corresponding portion of the main track. This enables the turnout structure to be positioned directly at the loading position in the mine. This rear terminal section will be described later. The other end or terminal section, which I term for convenience of description the approach end of the turnout, is so arranged that the cars may pass on to it from the'main track or leave it to pass on to the main track. All of the sections carry rails forming the turnout and adapted to accommodate the loaded and empty cars. In the particular structure shown in the drawings, this turnout is arranged with two tracks which comprise the rails 12, 12 and 13, 13. The rails of each track are, of course, properly spaced apart the proper width, and the tracks themselves are spaced on the carriage so as to permit the cars to pass each other without interference on the separate tracks. At the forward or approach terminal on the structure, the tracks, and of course the rails comprising these tracks, converge until they merge into a single track, so to speak, which registers with or is coincident Withthe rails of the main or permanent track. These rails are, of course, provided with suitable frogs where they cross or intersect, this being of standard construction and needing no particular description.

It will be noted, more particularly'by reference to Figs. 2 and 4, that the forward ends of the rails 12 and 13 taper gradually down to thin ends, so that, in a sense, these ends substantially merge, so to speak, with the surface of the rails of the main track. Any suitable switching means may be provided for directing the cars on to and off 7 from the proper tracks of the turnout. In this instance, the rail 12 at its forward end has a section 12 which is hinged at 12 and its free end 12 is normally held against the rail 13 by the spring 1.2 so as to properly direct the car onto the track comprising the rails 12, 12. This section, of course, yields to flanges of the car wheels when a car is leaving the track comprising the rails 13, 13 in order to pass from the turnout on to the main track. Thus it is seen that any cars approaching and entering the turnout will be automatically directed on to the track comprising the rails 12, 12 and in the present construction this track is used for the empty cars. It is to be noted that the forward, tapered ends of the tracks of the turnout rest normally upon the balls of the rails of the main track. When it is desired to shift the turnout or propel it along the main track, however, it is desired that these turnout rails be raised with respect to the permanent rails in order that they will not interfere with the travel of the turnout. For this reason all of the rails 12, 12 and 13, 13 are provided with hinges 14 and are supported near their forward ends by transverse frame members 15 and 16. The transverse frame member 16 is parallel with and adjacent to the cross member 3 of the carriage frame, and between the two members 16 and 3 is a toggle, shown more particularly in Figs. 3 and 12. One link 17 of this toggle is pivoted on the cross member 3 of the carriage frame. The other link 18 is pivoted between upstanding lugs on the transverse member 16. The link 18 is extended beyond the pivot to form a long handle 19 by which the toggle may be op erated. It will thus be seen that when the handle is raised it tends to straighten out the toggle and thus raise the forward ends of the turnout tracks, thus lifting them beyond interference with the rails of the main track. This toggle also serves, in a sense, as a lock to hold the tracks in their elevated position, and for this purpose I provide a pin 20 on the lugs upstanding from the member 16. This prevents the toggle being moved to any great extent beyond center. The cross member 16 is attached to the forward ends of two longitudinal members 21 which are hinged at their rear end at points coincident with the hinges 14. These longitudinal frame members 21 are curved at 22 over the axles 5 of the wheels so as to enable them to pass or cross the axles 5. A long drawbar 23 may be attached to the cross member 16 to provide means for coupling the structure to a suitable motive power for pulling the structure along the main track. The rear terminal section of the structure is similar to the forward or approach terminal thereof, with the exception that the rails are preferably not tapered down so as to merge with the rails of the main track. On the other hand, the rails of the turnout tracks are extended as a single track considerably beyond the switching point to form, in a sense, a single track extension which substantially registers with the rails of the main track, but which lie above the main track. These extension rails 25 have their extreme rear ends 26 turned upwardly (see Figs. 2 and 5) so as to form bumpers to prevent the cars from leaving the structure. This extension may be as long as desired but it is preferably of sufficient length to accommodate one car. The structure is adapted to be arranged so. that the extension rails 25 will occupy the position wherein the car is to be filled. Thus an empty car may be passed from the track 1 12 on to the extension, filled, and then passed from the extension on to the track 13, 13 and several empty cars may thus be put through this operation and then coupled together as loaded cars in train relation on the track 13, 13 of the turnout. hen a suflicient train is made up, the entire train may be pulled from the track 13, 13 of the turnout and on to the main track at the forward or approach end of the turnout. The rear terminal section has a crossbar 28 which corresponds to the crossbar 15 of the forward terminal section and from this crossbar 28 extend angle irons 29 beneath the rail extensions 25 for supporting said rear extensions. The extension rails 25 and frame angles 29 are provided with hinges 30 (see Figs. 1 and 2) so that the extension may be folded over onto the main portion of the rear terminal extension to balance the structure and make it more compact when the turnout is to be moved from place to place. A suitable crossbar 31 is provided between the frame angles 29 for further strengthening the extension. Adjacent the rear end of the extension is a transverse roller 32 which extends entirely across the rails of the main track and considerably beyond the sides thereof. This roller is supported in the ends of arms 33 (see Figs. 2 and 5) which are carried on the ends of a transverse shaft 3 1. This shaft carries a worm wheel 35 near one end which is driven by a worm 36 suitably mounted in outstanding lugs 37 on the member 29. A crank 38 is provided by which the worm 36 may be turned and the purpose of this arrangement is to permit the roller to be bodily rotated toward and from the rails of the main track. This arrangement not only supports the rear end portion of the extension, but it also enables this extension to be slightly raised or lowered with respect to the plane of the turnout. The rails of the extension may thereby be given a slight inclination which assists in starting the loaded cars when they are to be removed from extension and passed on to the track 13, 13 of the turnout. The switch at the rear terminal section is similar to the one previously described at the .forward terminal section, exce t of course, that the switching member 13 is arranged so as to automatically direct the loaded cars from the extension on to the track 13, 13.

In practice, the structure will, of course, be preferably so used that all of the empty cars will be on the track 12, 12 and all of the loaded cars on the track 13, 13. This condition is illustrated. in F 1 wherein E indicates the empty cars and L the loaded cars. This ordinarily would have a tendency to dispose the greatest weight on one side of the structure and unbalance it, and to obviate this possibility I offset the turnout tracks with respect to the center of the truck or carriage of the structure. Thus, in Fig. 4, line indicates the center of the main track and also of the truck or carriage, and it will be noted that the track 12;, 12 is offset or spaced at a greater distance laterally from this central line than the track 13, 13. This restores the center of gravity to practically the center of the truck and the main track and of course, maintains an equilibrium. As before intimated, the passages and entries of mines are generally quite narrow and confined and there is very little space on each side of the main track, and in order that the turnout structure may be readily passed through these entries or passages, I arrange the structure so that the side portions may be folded up on to the central portion and thus make a structure very little wider than the width of the cars. Beneath the outer rails 12 and 13 of the turnout tracks, are frame members which are preferably of structural steel and which are curved to conform to the curvature of the rails, in order to support said rails. The transverse members 3 of the frames, and also the transverse member 16 of the forward section are attached to the frame members 50 just mentioned. hese various members have their outer end portions 16 and 3 hinged with respect to the central or main portions of said transvers members. These hinges 51 as shown clearly in the drawings, are disposed on substantially the same axes which lie parallel to and closely adjacent the rails of the main track, and they thus perit the outer rails and frame portions of the structure to be folded up on to the main or central portion of the structure. The transverse members 15 and 28 of the forward and rear terminal sections are also provided with hinges 52 which are properly alined with the other hinges 51, and

the rails are divided at 53 adjacent these hinges in such a manner as to permit the folding up of the outer side portions of the structure. In order to prevent the outer side or hinged portions of the structure from dropping below the plane of the remaining portion of the structure when the sections are folded outwardly into operating position, the hinges 51 are constructed in the nature of rule joints. As shown in detail in Figs. 10 and 11, the central or intermediate portions of the transverse frame members are provided with tongues 5i which engage the edges of the hinged extension portions 3 and 16 and prevent these hinged portions from dropping below a straight line. Any suitable means may be provided, of course, for accomplishing this purpose. The hinged side portions of the intermediate sections of the structure may be provided with corner braces 55 of strengthening said porextent when the sections are connected in train relation, so as to permit some fleXibility to the train whenturning curves. This necessarily causes gaps to exist between the adjacent ends of the corresponding rails 12, 12 and 13, 13 of the several sections of the train, and in order to bridge these gaps so that the cars willpass readily over them, I provide bridging members which are hinged at 61 to the frame in any suitable manner. These bridging plates or members 60 are preferably of L-shaped section so that the vertical portion 60 of said members will rise to the plane of the rail surfaces and will carry the wheels of the car across the gaps between the ends of the rails. The horizontal portions of the members 60 are arranged so as to slide into spaces between the rails 12, 12 and 13, 13 and the angle members of the frame. In order to provide these spaces for the reception of th members 60, strips or plates 62 may be interposed between the rails and the frame members, as shown more clearly in Fig. 8, these strips terminating short of the ends of said frame members so as to allow the proper space for the members 60. After the members 60 are swung into position to bridge'the gaps, they may belocked in place by pins 63 which may be carried on chains 6% and attached tothe frame in any suitable manner so as to prevent the pins from being lost. It will be noted that the bridging members 60 are pointed, so to speak, in the direction in which the cars move along the rails 12, '12 and 13, 13 so that the flanges of the car wheels will act against the vertical portions 60 of said members and force them away from the rails 12, 12 and 13, 13 instead of toward them. Thus the bridging members cannot be accidentally swung close enough to the rails to block the passage of the car wheels.

These bridging members operate, of course,

to maintain the gaps closed, in a sense, even though. the turnout should. happen to be positioned on a curve in the main track, and hence they do not interfere with the flexibility of the train of sections.

I claim:

1. The combination of a track, a frame adapted to travel thereon and a pair'of tracks supported by said frame and having their terminals in position to register with said track.

2. The combination of a track, a frame adapted to travel thereon, and a pair of tracks supported by said frame and having their terminals converged to register with the. track upon which the frame travels.

3. The combination of a track, a frame adapted to travel thereon, a pair of tracks supported by said frame and having their terminals converged to register with the track upon which the frame travels, and switching means atthe terminals of said pair of tracks for directing the cars from the main track to the tracks of said pair.

at. The combination of a main track and a portable turnout comprising a frame adapted to travel on said main track, a pair of tracks supported on and movable with said frame, having their terminals converged to coincide with the main track, and switching means at the terminals of said tracks for directing the cars onto said tracks from the main track.

5. The combination of a main track and a portable turnout comprising a frame adapted to travel on said main track, a pair of tracks supported on and movable with said frame, having their terminals converged to coincide with the main track, switching means at the terminals of said tracks for directing the cars onto said tracks from the main track, and means for raising and lowering the terminal portions of said pair of tracks with respect to the main track.

6. The combination of a main track and a portable turnout comprising a sectional frame adapted to travel on said track, a pair of tracks divided into a plurality of sections supported by the frame sections and adapted to register, and having their terminals converged to coincide with the main track, and automatic switches at the terminals for directing the cars onto the tracks of said pair.

7. The combination of a main track and a portable turnout comprising a sectional frame adapted to travel on said track, a pair of tracks divided into a plurality of sections supported by the frame sections and adapted to register and having their terminals converged to coincide with the main track, automatic switches at the terminals for directing the cars onto the tracks of said pair, and means for raising and lowering said terminal portions with respect to said main track.

8. The combination of a main track, a wheeled supporting frame adapted to travel on said track and comprising intermediate and terminal sections detachably connected together, a pair of sectional turnout tracks having intermediate sections supported by said intermediate frame sections and terminal sections supported by said frame terminal sections, and switches at the terminal sections adapted to direct the cars going in one direction on one of said tracks and in the other direction on the other of said tracks.

9. The combination of a main track, a wheeled supporting frame adapted to travel on said track and comprising intermediate and terminal sections detachably connected together, a pair of sectional turnout tracks having intermediate sections supported by said intermediate frame sections and terminal sections supported by said frame terminal sections, switches at the terminal sections adapted to direct the cars going in one direction on one of said tracks and in the other direction on the other of said tracks, and means for raising and lowering the terminal sections.

10. The combination of a main track, a wheeled supporting frame adapted to travel on said track and comprising intermediate and terminal sections detachably connected together, a pair of sectional turnout tracks having intermediate sections supported by said intermediate frame sections and terminal sections supported by said frame terminal sections, switches at the terminal sections adapted to direct the cars going in one direction on one of said tracks and in the other direction on the other of said tracks, and means permitting said turnout tracks to be folded.

11. The combination of a single permanent track, and a turnout supported by said single track.

12. The combination of a single permanent track and a movable turnout thereon having its terminals in position to register with said permanent track.

18. The combination of a main track, a carriage mounted to travel thereon and turnout tracks supported by said carriage and having their terminals converged to coincide with the main track.

14:. The combination of a permanent track and a turnout movable thereon and embodying a carriage comprising a plurality of de tachably connected sections and av plurality of sectional tracks corresponding to the sections of the carriage.

15. The combination of a permanent track and a foldable turnout adapted to travel thereon.

16. The combination of a permanent track, a foldable frame mounted thereon and adapted to travel thereon, and a plurality of turnout tracks supported by said frame with their terminals in position to register with the permanent track.

17. The combination of the rails of a permanent track, a. wheeled carriage adapted to travel on said rails and having folding side portions and a. plurality of tracks forming a turnout and mounted upon said carriage and folclable therewith.

18. The combination of a permanent track, a movable turnout adapted to travel thereon, and means for raising and lowering the terminal of said turnout with respect to the permanent track.

19. The combination of a permanent track and a portable track adapted to travel thereon and embodying a pair of tracks spaced apart and offset with respect to the longitudinal center of said permanent track.

20. The combination of a plurality of wheeled sections forming a sectional carriage, turnout rails mounted on the sections of said carriage and embodying a plurality of sections, and means for bridging the gaps between adjacent ends of the rail sections.

21. The combination with a track, of a frame movable thereon, a pair of tracks supported by said frame and having the terminals at one end thereof in position to register with said track, and means for lifting one of the terminal portions of said pair of tracks with respect to the main track.

22. A portable turnout comprising a frame, a pair of tracks supported by said frame and having their terminals converg ing, and automatic switches for directing the cars onto the tracks of said pair.

23. The combination with a single stationary track, and a pair of trackssupported by sald stationary track and forming branching continuations of said stationary track.

24. The combination with a frame, of a turnout mounted thereon, and automatic switches for directing cars onto one branch of the turnout when moved onto the same from one end and onto the other branch thereof when moved onto the same from the other end.

25. A portable railway turnout, and terminals connected thereto to limit the movement of cars from said turnout.

26. A turnout for mine cars, terminals for limiting the travel of said mine cars from said turnout into position for loading, and means for actuating said terminals to move a loaded car by gravity back onto said turnout.

27. A turnout for mine cars, an extension track connected thereto, and means for vary ing the elevation of said extension track.

28. A turnout for mine cars, an extension track hinged to said turnout, and means for adjusting the elevation of the end of said extension track opposite its hinged connection with said turnout.

29. A turnout for mine cars, an extension for supporting each car while it is. being loaded, and means for supporting said extension.

30. A turnout for mine cars, extension rails hinged to said turnout, curved terminals for said extension rails to limit the movement of the mine cars, and means for lifting the curved terminal portions of said extension rails to facilitate the movement of said cars back onto said turnout.

31. A turnout for mine cars, extension rails connected thereto, and means comprising worm gearing for lifting and lowering the outer ends of said extension rails.

32. A turnout for mine cars comprising a plurality of relatively movable sections, and means for maintaining continuity between the ends of the rails of adjacent sections.

33. A portable turnout for mine cars comprising a plurality of relatively movable sections, and devices =L-shaped in cross section and located between adjacent ends of the rails of said turnout to maintain the continuity thereof when one section is shifted relatively to the next adjacent one.

3%. A portable turnout for mine cars having one branch ofiset more than the other with respect to the space between the branches, thereby maintaining the balance when loaded cars are moved onto one branch and empty cars are moved onto the offset branch.

35.. A portable turnout comprising parallel tracks with their ends converging into single tracks, and pivoted spring pressed switches for directing mine cars onto one parallel branch when the turnout is approached from one end and for directing the cars onto the other branch when the turnout is approached from the other end.

Aportable turnout for mine cars comprising parallel tracks converging at their ends to. register with single tracks, the converging portions at one end being pivotally mounted, and means for supporting said pivoted end portion at adjusted elevations.

37. A portable turnout for mine cars comprising a plurality of sections, each section coupled pivotally to the next adjacent section, a plurality of pivoted devices each L- shaped in cross section, and removable pins for holding said L-shaped devices in position between the adjacent ends of the rails of adjacent sections of said turnout, said L- shaped devices being pivoted to said sections in such a manner that the vertical portions thereof will be engaged by the flanges of the mine car wheels and automatically moved against said holding pins.

38. A turnout for mine cars comprising a main frame, two auxiliary frames, one pivoted to. said main frame at one side thereof and the other pivoted to said main frame at the other side thereof, and parallel tracks converging at their endsto single tracks and supported by said main and auxiliary frames.

39. A portable turnout comprising a plurality of sections, each section being pivotally coupled to the next adjacent section, a plurality of trucks one for each of said sections and each truck comprising two pairs of wheels, and means for adjusting the space between the pairs of wheels on each truck according to the curvature of the track on which said portable turnout is moved about.

40. A portable railway turnout comprising a plurality of sections, each section bename to this specification, in the presence of ing pivotally coupled to the next adjacent two subscribing Witnesses, on this 22nd clay section, branching tracks carried by said secof September A. D. 1914.

tions, and means for maintaining the con- EDMUND C. MORGAN. 5 tinuity between the ends of the rails of ad- Witnesses:

jacent sections. EDGAR FRANCIS BEAUBmN,

In testimony whereof I have signed my CHARLES H. SEEM.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

